电动汽车与智能电网的融合

电动汽车充换电设施为电动汽车提供电能补给，是电动汽车发展的重要基础，也是电动汽车产业发展的关键环节。为实现电动汽车的推广应用，美国、欧盟、日本等纷纷制订充换电设施建设计划，积极启动充换电设施建设工作。我国也建设了一大批充换电设施并投入运行，为电动汽车发展提供了良好的基础保障。截至2011年底．国家电网公司在经营区域内累计建成投运243座充换电站，13283个交流充电桩。目前，我国已经成为世界上投运充换电设备最多的国家。     

建立智能充换电服务网络管理系统探讨

正智能充换电服务网络管理系统应实现对城区电动汽车充电设施、电动汽车电池运行状态、数据的实时采集和处理,实时监测、分析充电站运行状况、分析电池运行状态,为充电设施的安全、可靠、经济运行及管理提供保障手段;向政府、公交运营单位、社会公众发布电动汽车充电网络运行状况,为电动汽车用户提供优质、便捷的服务。     

电动汽车充换电设施布局研究

<正>国网徐州供电公司积极推进充换电基础设施科学布局，全面挖掘内外部资源，用场景化的思维规划建设充电站，逐步完善充换电网络，带动公司综合能源业务发展，助力解决徐州地区电动汽车充电难题。新能源汽车产业大力发展，离不开充电基础设施建设做支撑。近年来，我国电动汽车研发制造取得明显进展。为有效解决电动汽车“充电焦虑”问题，国家发展改革委、国家能源局等部门下发《关于进一步提升电动汽车充电基础设施服务保障能力的实施意见》，明确到“十四五”末，我国电动汽车充电保障能力进一步提升，形成适度超前、布局均衡、智能高效的充电基础设施体系。     

电动汽车充电设施工程建设要加强管理

节约能源和气候变化是当今全球面临的重大挑战，加快发展电动汽车已成为社会各界的共识。2011年国家电网公司计划在经营区域内建设充换电站144座，充电桩1.3万个。如何加强电动汽车充电设施建设管理，提高工程建设质量，是摆在管理者面前的重要课题。     

结合“互联网+”的电动汽车运营服务信息化系统研究及示范应用

正随着新能源汽车数量的增加以及产品技术的日趋成熟,基础设施建设及配套充电运营服务系统的重要性日趋凸显。从电动汽车产业在国内外推广的经验来看,基础设施建设不仅包括充电站、充电终端的铺设,还涉及到电动汽车智能充电服务信息化建设、充换电站运营管理能力建设等。在欧美发达国家,电动汽车充电网络Charge Point通过网站、智能手机APP和车载导航系统为用户提供电动汽车及其充电设施的实时信息。在香港,易充站(E-Charge)     

只有“换得更快”才能“跑得更远”——杭州充换电网络贴合市场创新发展

短短五年时间，国家电网杭州电动汽车智能充换电网络建设从无到有快速发展，建成电动汽车充换电网点超过60个、充电桩超过600个，网络覆盖杭州地区各个县市区，初步实现省内城际互联和苏沪杭城际互联，陆续投放200辆电动出租车上路，成功开展充换电网络商业运营。杭州市电力局稳步推进充换电网络建设，把杭州电动汽车产业带入佳境。     

海南省充换电基础设施“一张网”平台建设思考与实践

<正>我国充换电行业已从重规模发展转向重质量发展阶段,政策和市场多重因素要求充分发挥数字化技术和数据要素的作用,搭建充换电基础设施运营平台,赋能充换电基础设施高效运营。充换电基础设施运营平台建设需求当前,我国充换电基础设施规模化快速推进,行业发展重点逐步从建设转向运营。在政策推动和市场牵引的双重作用下,平台建设成为实现我国充换电基础设施运营高质量发展的重要路径。从政策角度看,随着我国充换电行业发展演进,国家政策重心正在从建设向运营转移,从重点推动充换电基础设施规模化建设,逐步过渡到重点优化充电网络布局,提升充电服务保障能力。     

电动汽车充换电设施工程项目评价指标体系与评价方法

参照世界银行及国家政府部门普遍采用的评价指标体系设计准则——sMART准则,基于项目技术性、经济性、社会性及实用性,构建了一套电动汽车充换电设施工程项目评价指标体系;根据评价指标体系的多维度、多层次等特点,提出了充换电设施工程项目的评价方法,并以此评价方法对试点工程进行了成效分析和评价,结果表明：该评价指标体系和评价方法可为试点工程的推广应用提供依据,为优化电动汽车充换电设施建设提供参考。     

动向

发改委电动汽车用电价格政策出台发改委网站7月30日消息,国家发展改革委已下发《关于电动汽车用电价格政策有关问题的通知》(以下简称《通知》),确定对电动汽车充换电设施用电实行扶持性电价政策。《通知》明确,对经营性集中式充换电设施用电实行价格优惠,执行大工业电价,并且2020年前免收基本电费。提出要按照确保电动汽车使用成本显著低于燃油(或燃气)汽车使用成本原则,合理制定充换电服务费。强调     

当前我国电动汽车发展的瓶颈问题及对策

目前社会各界对发展电动汽车的意义、必要性和紧迫性已达成共识,但电动汽车发展依然存在诸多瓶颈,动力电池与配电网是当前电动汽车规模化发展的主要制约因素。基于对两大瓶颈问题的深入分析,提出“换电为主、插充为辅、集中充电、统一配送”的充电服务网络运营模式,以突破当前电动汽车发展瓶颈的制约,并提出了相关政策建议。     

“营改增”后高校科技产业财务工作的变化与对策——以西安科技大学为例

为了解决"营改增"税制改革后高校科技产业财务工作面临的业务范围、纳税义务、税负变化以及会计核算科目变更、会计核算变复杂、财务工作量增大等问题,指出涉及高校科技产业业务变化的主要是"研发和技术服务"和"信息技术服务"。以西安科技大学及其科技产业公司为例,定性、定量分析了"营改增"前后的税负变化情况,分析表明,"营改增"的实施更有利于促进学校横向科研项目发展,同时增加了产业公司利润总额。为了进一步推行"营改增"改革,提出合理增加会计人员配备、规范发票管理、完善财务管理制度、密切关注最新减免优惠政策、全面打通增值税链条等建议,为高校科技产业的进一步发展提供参考。     

基于开路电压预测的SOC估算方法

为了得到电池的荷电状态(SOC),提高其测算精度,更广泛适用于电动汽车能量管理系统,通过对锂电池进行恒流充、放电实验方法得到SOC和锂电池开路电压的曲线关系,然后将放电后的电池充分静置得到电压自恢复曲线的分析,再结合锂电池等效电路模型,应用Matlab拟合出锂电池开路电压曲线,从而推导出开路电压的计算公式,完成开路电压的预测。最后将实验结果与理论分析进行了对比,进一步验证了理论和仿真建模的正确性。这种方法克服了开路电压法测量时间长的缺点,能够准确地计算SOC,对电池管理系统有重要意义。     

建筑业“营改增”工程计价方式应用策略研究

“营改增”后企业仍处于适应阶段,再加上房地产业涉及的上下游行业众多、税种复杂,一些企业出现税负不降反增的现象,这主要是由于技术人员在应用增值税过程中,受传统行业经营模式的影响没有合理获取前端增值税进项发票或者不能合理应用不同计价方式规避税负增加。文章主要从“营改增”后工程计价方式的选择角度,结合具体项目案例分析不同计价方式对增值税税负变化的影响,并通过案例分析应如何采取对应的合同模式和计价策略,进而提出要在综合分析项目执行的具体情况下确定有利于合同主体的计价模式,为企业开展市场经营提供参考方案。     

Elektroautos in einer von erneuerbaren Energien geprägten Energiewirtschaft

The German Federal Government wants to establish Germany as a leading market for electric mobility. Potential environmental benefits and changes in the economic framework conditions of the energy sector are described in this paper. In order to quantify the electricity split which is actually used for charging electric vehicles, two economic models for the energy sector, a model for the market penetration of electric vehicles, a vehicle model and an LCA model are brought together. Based on an assumed dynamic increase of electric vehicles to 12 million in 2030, an additional electricity demand of about 18 TWh is calculated. If the vehicles are charged directly after their last daily trip, the peak load increases by 12%—despite the small increase in electricity demand. First model calculations for the development of the European power generation system show that the direct impact on the construction of new power plants remains low even until 2030. An impact of electric mobility on CO₂ certificate prices can only be seen from 2025 onwards and is limited to an increase in certificate prices by a maximum of 8 % in 2030. An optimisation is possible with intelligent charging strategies: The peak load without demand side management can be reduced by 5 GW and about 600 GWh of additional wind energy can used which would otherwise have been throttled due to feed-in management—about 3.5 % of the total electricity demand of electric vehicles. On the other hand, demand side management leads to more coal power plants instead of gas power plants being used to meet the additional electricity demand. If additional renewable sources are installed along with demand side management, the electricity for electric vehicles is almost carbon free. This is also reflected in the life cycle balance of electric vehicles which also includes vehicle and battery production: With today’s average electricity split in Germany, the greenhouse gas emissions of electric vehicles are about comparable to vehicles with conventional combustion engines. However, the electricity split in 2030 or the use of additional renewable energy sources lead to a significant advantage in the greenhouse gas balance.     

On regulations for 5G: Micro licensing for locally operated networks

Future 5G networks aim at providing new high-quality wireless services to meet stringent and case-specific needs of various vertical sectors beyond traditional mobile broadband offerings. 5G is expected to disrupt the mobile communication business ecosystem and open the market to drastically new sharing based network operational models. 5G technical features of network slicing and small cell deployments in higher carrier frequencies will lower the investment barrier for new entrants to deploy local radio access networks and offer vertical specific services in specific areas and allow them lease the remaining required infrastructure on demand from mobile network operators (MNO) or infrastructure vendors. To realize the full vision of 5G to benefit the society and promote competition, innovation and emergence of new services when the 5G end-to-end network spans across different stakeholders administrative domains, the existing regulations governing the mobile communication business ecosystem are being refined. This paper provides a tutorial overview on how 5G innovations impact mobile communications and reviews the regulatory elements relevant to 5G development for locally deployed networks. This paper expands the recent micro licensing model for local spectrum authorization in future 5G systems and provides guidelines for the development of the key micro licensing elements. This local micro licensing model can open the mobile market by allowing different stakeholders to deploy local small cell networks with locally issued spectrum licenses ensuring pre-defined quality guarantees for the vertical sectors’ case specific needs.     

基于关键技术合理规划地方新能源电动汽车产业发展

发展新能源电动汽车是解决能源和环境问题,实现汽车产业快速发展的有效途径,通过对电动汽车发展现状和关键技术的分析,明确了以纯电动汽车和混合动力汽车为主要发展目标,以电动机及其控制技术和动力电池及其管理技术为核心技术。结合河北省汽车产业发展现状,提出了多元化发展模式,建立基于关键技术的产业基地,实行高速电动汽车和低速电动汽车的差异化发展格局和优先有序发展低速电动汽车的产业发展规划,推进新能源汽车快速发展。     

EPC合同中营业税与增值税税负统筹探讨

石油建设项目EPC总承包合同的税负统筹是一项系统工程,政策性强,关系到各方利益。营业税和增值税是税负统筹的重点,应尽量以增值税形式纳税,减少营业税应税额。总承包商纳税统筹应考虑：取得增值税一般纳税人资格;将EPC总承包合同按设计、采购、施工的框架进行拆分;采购合同尽量采用由供应商将增值税发票直接开具给项目业主的形式;合理提高采购购置费中归入设备范畴的种类与数量;适当提高采购合同覆盖范围,合理利用混合销售行为相关规定。对于采购运输费增值税的抵扣,为合理增加进项税抵扣额,总承包商宜直接与具备自开票纳税人资格或代开票纳税人资格的运输单位签署运输合同,取得货物运输发票;或者总承包商根据采购地域分布,建立若干货运中心,自行组织货物运输。     

以技术动力学视角看电动汽车的发展前景

在目前能源短缺、环境污染严重、节能减排的巨大压力下,先进的电动汽车技术成为人们关注的热点.基于技术动力学的一般规律,针对电动汽车发展涉及的电池技术发展、充电基础设施及其与电动汽车的协调等问题,对电动汽车作为新生事物具有的学习效应、网络与路径依赖以及其中的不确定性、技术路线与政府的角色等方面进行了分析,可为电动汽车发展战略与政策的制定提供参考.     

Grid Load Contributions Through Electric Vehicles and Their Uncertainties

With the numbers of electric vehicles on the increase, their additional electricity demand can no longer be neglected. From a power systems’ perspective, it is the time dependent electricity consumption that matters. In particular, the peak demand is increased in the case of uncontrolled charging, imposing additional stress on the system. Unfortunately, since there is an absence of representative electric vehicle driving patterns, a quantification of such temporal charging requirements is challenging. To overcome this problem, we developed a detailed model, which maps combustion engine vehicles onto electric vehicle equivalents. The model’s main strengths are the consideration of the diversity within the vehicle fleet as well as the differentiation into the boundary cases of pure battery electric vehicles and plug-in hybrid electric vehicles. Applied to a German traffic study, load curves for these two cases were generated. In addition, the existing uncertainty in between was quantified using Monte Carlo method. We show that the peak energy demand through electric vehicles is much greater on working days than on weekend days. Moreover, we find that the distinction between pure and plug-in-hybrid electric vehicles matters, at least for the time being. Apart from the numerical results, the model is well suited to generate input for more sophisticated investigations of charging strategies within energy system simulations.     

Managing Knowledge for Innovation: The Case of Business‐to‐Business Services*

The present study builds a typology of organizational knowledge in business services and empirically examines the effects of knowledge on innovation performance. It is suggested that firms differ with respect to their knowledge creation approaches and that these approaches have implications for firms' innovation activities. A conceptual framework of knowledge assets with degrees of tacitness and collectiveness as the principal axes is used to ground the empirical analysis. The organizational knowledge framework is empirically operationalized using survey data from 167 business service firms and supplementary case study evidence from 16 other firms. It is found that business service improvements and new service introductions are significantly associated with collectively held knowledge, such as codified service solutions or team‐based competences and procedures. In contrast, relying solely on tacit knowledge held by individuals may hamper innovation. The results also suggest that tacit collective knowledge is more closely associated with new service introductions, whereas explicit collective knowledge is associated with service improvements. Tacit collective knowledge is thus conducive. A managerial implication is that new service introductions necessitate team competences and routines, whereas incremental service improvements are more likely if procedures are in place to codify services into explicit solutions or technologies. Thus, the knowledge management approach should depend on the strategic orientation of the service firm toward continuous improvement of existing services or development of completely new services.